First, we have a photograph of a steam engine with the name of the company painted along the side of the accompanying coal car. The fellow resting on the front of the engine is one of our favorite elements of the photograph.

Click on the photo to find larger versions.

Next, we have a photograph of the railroad building at work. Here, the company appears to be building up an earthen support to the trestle bridge that the line is built upon.

Click on the image to see a larger version.

Finally, our favorite photograph shows some of the men at work (or spectating) on the side of the line while a steam engine puffs its way toward the photographer.

Despite the progress made in December of 1910, work came to a sudden stop in the first week of January 1911 due to a snap of extreme cold weather. The approximate forty men at work on the depot building had to lay down their tools and watch the skies for better weather. The stop was short, however, and by the end of the month work was well on its way. 1/6th of the grading was left to be completed with only an estimated 25,000 yards of dirt remaining to be used to flatten the depot yards. Already 125,000 yards of fill dirt had been brought to the depot, mainly from cuts made by the Kansas City Southern between Joplin and Saginaw.

The hills and hollows of the Kansas City Bottoms were filled in or leveled off to create the needed flat surface for the depot's many tracks.

By the end of February, it was believed that the permanent track would soon be laid. At the start of March, the Joplin Daily Globe offered a glowing update on the Depot and at the same time, offered insight into how much the Depot meant to the people of Joplin. The paper elaborated on how a depot represents a city to the growing number of rail travelers, that in effect, the depot was the face of the community. The paper went on to describe the depot nearing completion:

“Few residents of Joplin fully appreciate the magnitude of the new union passenger depot, now rapidly nearing completion at the corner of First and Main Streets. Its location at the foot of a gently sloping hill, some 100 yards from the intersection of the streets, combines with the style of its architecture to make it appear smaller than it really is.

The building is 300 feet long and 80 feet wide. These dimensions are more significant when it is remembered that 300 feet is the length of a city block….Built of reinforced concrete throughout, the depot is absolutely fireproof, and its walls are thick enough to bear the weight of several additional stories if they should be desired.

The interior of the building is provided with every convenience that has yet been devised for the benefit of the traveling public. The structure is divided into three general parts, north and south wings, each 60 feet long, and the central section, 180 feet long. The wings are of one story only, while the central part, in which will be located the ticket office, general waiting rooms and other apartments, is of two stories, with a rectangular opening in the second floor. The general arrangement of the depot is very much similar to that of the union depot in St. Louis, although the interior is more beautifully decorated than its larger counterpart.”

The article also noted the presence of more waiting rooms, lavatories, check rooms, ticket offices, and even a “great dining hall, 30 by 60 feet in extreme dimensions…” More so the paper proudly stated, “Nowhere in the country can there be found a depot site that offers greater opportunities for artistic effort.” The Globe wrapped up its article, “It is simply this – that when seven great railroads decide to spend a million dollars improving their facilities in a city, there must be something decidedly attractive about the city’s future…And Joplin will soon have an entirely new “face” to show strangers who ride the trains past her gates.”

At the same time, high ranking officials from the Santa Fe Railroad visited the depot site. A vice president of the company was quoted, “I have heard so much regarding the Joplin depot that I was anxious to see it…” The article noted that the vice-president was pleased with the depot, its progress, and its location, which would serve as a stop for the railroad on its way south to Arkansas.

The depot nearing completion in March, 1911.

The end of March raised expectations that the depot would be finished early. The filling of yards had been practically completed and work was underway for the installation of a round house approximately 100 yards northeast of the depot. The house would have three or four stalls, a “small affair” the Joplin News Herald noted before describing the turn table to be installed with it. The turn table, the paper described, “will bear up the largest engine that travels on any road in the United States.” Technologically advanced, the table would be turned by machinery, not by hand. Inside the depot building, meanwhile, carpenters were busy with wood work that was to have a “mission finish” and, “like the rest of the building, is artistic.”

“Let the eagle scream in Joplin,” announced a member of the City’s council in April, upon a motion to hold a celebration to recognize the completion of the Depot on the Fourth of July. In connection to the decision of the City Council, Mayor Jesse F. Osborne appointed a committee to work with the city’s Commercial Club on planning the gala. A ball, it was believed, should be held that night inside the depot with officials from every railroad invited to attend while a celebration at Cunningham Park earlier in the day to celebrate the nation’s anniversary. Curiously, an article on the matter refers that it was not the custom of the city, but surrounding cities, to hold such celebrations on the Fourth.

April did not pass without some mishap on the depot construction site. The first problem arose at the moment when the construction company believed the depot building virtually finished. It was then that they realized that either their construction or the design of the depot had failed to include space for the extremely important telegraph operators. As a result, two rooms were quickly added to either side of the ticket offices which required, “workmen…tearing out big slices from the side of the concrete structure…” These slices were not the last. It was not until this moment that it was discovered that the two big doors for the large baggage room had been built on the wrong side of the depot building. As a result, new doors had to be built into the building lest “teamsters would have been forced to risk their lives in driving over the railroad tracks at the east side of the depot.”

Hastily, doors had to be relocated from the south side of the depot to the north.

With construction otherwise subsiding, thought was finally given to the preparations of the grounds of the depot. The churned soil, “a sea of red clay, sticky as fish glue,” would soon be transformed into flower beds and grass plots. The excavation of the hill upon which Main Street was to the west and Broadway to the south had resulted in an area described as “great amphitheater” and an article bragged, “This land…will probably be used for a depot park…” and believed that no other depot in the country compared for its potential to be developed.

The depot otherwise constructed, the News Herald took time to praise the unique application of local materials in its building, primarily “flint and limestone tailings secured from waste piles of several Joplin zinc and lead producers.” Described as a “fitting monument to the successful efforts of the pioneers,” the concrete was deemed as hardy as a granite wall. The paper noted that while concrete had been used to great effect for sidewalks, curbs, retaining walls, dams, and culverts, it had never in Joplin’s history been used to such an extent in a building before the depot. Perhaps as motivation for future use, the article offered a recipe:

“Of the 22 parts in the concrete mixture used in constructing the station, 15 parts came from the Joplin mines, the exact formula being as follows: Mine tailings, 10 parts; Chitwood sand, 5 parts; River sand, 3 parts; Portland cement, 4 parts. Chitwood sand is the term used to describe the fine tailings from the sand jigs. In the mixture of the preparation for finishing the interior, the following formula is used: Portland cement, 2 parts; Chitwood sand, 2 parts; River sand, 1 part.”

The article noted that the best tailings for the project came from mines stratified with steel blue flint. The paper also reminded the reader of how much the Kansas City Bottoms had been transformed by the depot’s construction, “The new station is built on filled in ground in a district which was a waste of sluggish waters, dotted with dense growths of willows. For years this tract, of which 30 acres have been taken over by the Union Depot Co., was the city’s dumping ground. A sickly stream, carrying filth of every kind, crawled through the swamp. The Depot Co. has changed the course of this stream so that it no longer touches the station grounds. Hundreds of carloads of boulders and dirt have been used as filler.” Another, later article also extolled the depot which, “occupies a strip of filled in land that was an eyesore to the community for years. The building of the station and the filling in of the old swamp has converted a weed-grown bottom land into a beautiful valley, level as the floor of a dance hall. All the old swamps and marshes have been filled in, the course of Joplin creek changed so that it flows on the east side instead of the west side of the Kansas City Southern tracks, and when the grounds are finally finished and planted in blue grass, flowers and trees, they will be picturesque.” The landscape was forever changed and in the opinion of the people of Joplin, for the better.

By the end of construction of the Union Depot, much of the Kansas City Bottoms had been physically erased from the landscape of Jopin.

Then later in the month of May, the 19th, the first train was switched into the yards of the Depot, a string of work cars. Despite the presence of the cars, the Depot’s yards were not yet ready to receive passenger cars, and as officials quickly pointed out, the honor of “first train” is given to the first passenger train. The depot building was considered virtually complete, but contractors declared that the station would not be ready for a formal opening before July 1. The main work left to complete was the laying of permanent rails, and amazingly, still more grading work. Amongst the five railroads a growing rivalry had emerged to have the honor of the “first train” into the depot. A week later, the depot building itself was considered completed. By June 3, even the windows had been washed and the floors scrubbed and prepared for use. The woodwork had been completed and “the walls have received their last coat and the brass and iron railings fitted in position.” Depot officials bravely declared that the station would open on June 15. Four days before the set date, an announcement was made, “Unforeseen delays have been met in the track construction work,” stated the President of the Kansas City Southern, J.A. Edson, and that, “It would be impossible to properly complete the tracks and station before July 1.” Unsurprisingly, it was also mentioned that the depot building itself still awaited its furnishings and fixtures that were on order. Some furnishings had arrived in the form of furniture for the lunch room, such as kitchen cabinets, tables, and a “huge gas range of the regular restaurant type.”

Regardless of the delay, fifteen officials from the various railroads behind the depot met at the Connor Hotel. The meeting was for the purpose of discussing the various contracts between the railroads and to discuss the details of the depot’s opening. Station appointees had been made in the previous two weeks. Shortly thereafter, it was reaffirmed that July 1st would be the opening day of the depot. Comically, over a week later, it was realized that the Santa Fe railroad would not have a train available to enter the depot until July 15. Accordingly, the official opening was postponed yet again to July 20. However, the depot would accept trains before then. In preparation for the celebration, former Missouri Governor David R. Francis was invited to be the guest speaker. And, like the continually shifting opening day, the invitation fell through when a telegram alerted the organizers of the celebration that Governor Francis had departed from St. Louis for the summer and would not return until fall.

Meanwhile, the Depot construction had spurred construction elsewhere. Across the street from the depot on Main Street three buildings were under various states of construction. J.C. Jackson was the owner of one and had erected a three story building at a cost of $20,000. It was hoped the lower two floors would be home to a restaurant and the third a hotel. On the north side of Jackson’s site, Charles W. Edwards owned a lot and planned to build a four story building. The excitement of new buildings was quickly to be overshadowed by an even more exciting event back across the street.

One of many ads placed by the railroads in the Joplin newspapers to alert travelers of the pending opening of the depot.

On the night of July 1, 1911, and under the “fiery salute” of “skyrockets and torpedoes,” the headlight of Missouri, Kansas & Texas railroad train No. 83 “flashed around the curve at the north end of the depot” and pulled into the Union Depot at 10:30 pm (“exactly on schedule time”). An engineer, perhaps P.J. Nagle, responded with a tug on the steam whistle which shrilled to the cheers of over 2,500 spectators. The Katy Railroad had secured the honor of being the first train into the union depot. Crowds of railroad officials mingled together and shared welcomes and congratulations, while Joplinites “extended cordial greetings to the crew and passengers of the epoch-making train.” An article conveyed the sensation of all present, “Everyone seemed to feel that he was personally concerned in the event and took a part in the celebration.”

The honor of the first tickets sold went to Mrs. A. McNabb, a wife of one of the depot telegraph operators, and then immediately after to H.A. Adams, a traveling salesman from Kanas City. The event of the first tickets, which began approximately at 11 o’clock on Friday night, was retold a day later by the News Herald, “Both were anxious to secure the first ticket, but Dave Joseph, ticket agent, with the wisdom of old King Solomon, divided the honors by passing out the two tickets at the same instant. He shoved one over the counter with his right hand, the other with his left.”

The day before the arrival the Depot had been a scene of organized chaos as depot employees and officials had moved into offices and set to work preparing for business. Amongst them were most likely employees of Brown Hotel & News Company, such as F.P. Leigh, the general manager, who was in charge of running the dining room and lunch counter. Leigh was also assisted by a “corps of pretty girls.” Meanwhile, the formal opening was currently set for July 20, still. The highly anticipated Fourth of July celebration had also failed to coalesce. Officials in charge of Cunningham Park had protested the planned use of the park and the City Council immediately had surrendered. Perhaps from unreported blow back, the park officials changed their minds, but the City Council’s chief proponent of the celebration, Councilman Phil Arnold, had resigned his place on the city’s planning committee and the idea of a Fourth of July celebration was unceremoniously set aside.

An important arrival at the Depot a week later was a new clock. The Globe described the Chicago made timepiece: “The clock is seven feet high and will be run by compressed air, which will be made by a motor power. It is said to be one of the finest clocks in any station in the west.” Surprisingly, the location of the clock had yet to be decided and so the “enormous timepiece” was left crated for at least a day until the question of its location was decided. The main furniture had arrived a week before the arrival of the first train. A visitor to the Depot would have cast their gaze on beautiful Mission furniture described as such:

“…consignments of massive oak have already arrived and more is coming. This will be the heaviest and most attractive furniture in any depot in the Southwest…The lunch room has been furnished and is now waiting for the opening to begin work. It is fitted with an elliptical counter, at which can be seated nearly 200 persons. The table is covered with a heavy granite face, and the chairs are fitted with backs, and swing on a pivot…

In the office rooms desks of the mission style in dark oak are being placed in position…The furniture in the general waiting room is the first to attract attention. It is composed principally of heavy double settees, with high backs and heavy arms. These are also of the prevailing dark oak mission style, with the designating little double keystone which is in evidence in the architecture of the depot in all appropriate places.”

While preparations continued for the formal opening, such as the Missouri & Northern Arkansas planning special excursion trains to Joplin from as far as Seligman for the opening, other events were afoot. One such event was the visit to the Depot of the president of the Missouri Pacific Railroad. Dutifully impressed, the president implied that his railroad may abandon their old Joplin depot in lieu of the impressive Union Depot Station.

Finally, at 2:30 pm on July 20, 1911, a parade of Joplin’s finest began under a drizzling rain from the intersection of 20th and Main Street. The procession was led by a vanguard of twenty mounted members of the Joplin Police Department with Joplin Police Chief Joe Myers and his assistant chief, Edward Portley at the front. Planned to follow, though not noted in an article printed afterward, were members of Joplin’s labor unions, secret societies, and civic societies. Among the noted was a procession of the city’s “fire automobiles” and more than thirty other automobiles set to carrying officials from the railroads. Members of the Commercial Club were present, as were four cars with members of the South Joplin Business Men’s Club and another with officers of the Villa Heights Booster Club.

At the depot, many sought shelter from the rain inside and around the depot, Mayor Jesse Osborne and Frank L. Yale, president of the Commercial Club, made speeches. Despite the wet summer day, Osborne spoke with enthusiasm of the depot’s construction, “The people of Joplin should congratulate themselves on securing even at this late day, a beautiful structure of this type. It is not only a monument to the progressiveness of the railroads entering this city, but it is a striking example of the uses to which a waste product may be put…” Yale followed Osborne and declared the depot impressive and the fulfillment of a “long felt want.”

From July 1, 1911 to November 4, 1969, the Union Depot served the city of Joplin. Over the fifty-eight year span, it was at the depot that Joplin saw her fathers, brothers and sons depart and hopefully return from two world wars. It was in the shade of the depot’s awnings that families bid farewell to friends and fellow family members who were departing for the wider world beyond Joplin’s city limits, and it was where they stood in eager anticipation for their return. For a city that foresaw Joplin as a great metropolis positioned at the intersection of the Great American Plains, the Southern Ozarks, and the Southwest, it was one more proud achievement to count among its others. It was one more step down a road to a brighter future.

In the March of 1949, the Kansas City Southern showed off its latest liner, the Southern Belle at the depot. Just over twenty years later, it was the Southern Belle which pulled away, the final train to leave the Joplin Union Depot. The following decades of the Twentieth Century were turbulent for the former pride of Joplin. Only three years after its closing, the Depot’s first chance to become relevant again in the daily life of Joplin was lost when the City Council refused to renovate the building as a home to the Joplin Museum Complex in honor of the city’s 100th birthday. Not long after, the depot was added to the National Register of Historic Places, an honor, but not a safeguard against demolition.

The depot next was passed from one speculative buyer to another, each espousing plans to put the building to use which inevitably always failed to materialize. In the mid-1980’s, an attempt was made once again to renovate it, but it dissolved into lawsuits and accusations. Finally, in the late 1990’s, the Department of Natural Resources bought the site. It was not until approximately 2009 that for the first time the depot became the subject of serious discussion regarding renovation and restoration. In 2010, City Manager, Mark Rohr, proposed a plan to use the depot as part of a north Main Street development, possibly as a new home to the Joplin Museum Complex (JMC). Despite resistance from the boards overseeing the JMC, steps were taken toward this ultimate goal. However, at the start of 2012, such talk has been replaced by more important and pressing matters that arose in the aftermath of May, 2011. Until the time that they resume, the depot remains enclosed behind a chain link fence, waiting for a chance to once again become the pride of Joplin.

Catch up on the previous installments of a History of the Joplin Union Depot with Part 1, Part 2, and Part 3.

By mid-August a concrete mixer had been put to work at the site of the depot. The concrete it produced was immediately used to build piers sunk into the earth upon which the rest of the foundation and depot structure was to be supported. The workers, twenty teams in all, enjoyed unsually cool weather and as a result, progress delayed by earlier heat, pushed forward rapidly. Placed about the construction area were multiple piles of gravel, lumber and other construction material. Despite the mostly finished job of leveling the Kansas City Bottoms, the actual depot site was still undergoing a lowering of high places and a raising of low places.

Officials were optimistic over the progress being made throughout the month of August and “expressed every confidence of its [the depot] completion before midwinter.” Indeed, as smooth as the work had become, the depot was expected to be completed by the spring of 1911. All seemed to be in place, the material, and ever more men, Joplin men, the papers noted, were being hired. The laying of the corner stone was estimated to happen at the start of October.

At the same time, not far from the construction site, a Kansas City Southern engine and flat car were put to use in laying down tracks for the new rail yard. The track laying continued elsewhere with spurs built that extended to Broadway, as well to the electric railway that linked to the trolley systems of Joplin and Southwest Missouri. Another train put to work in the construction phase was made up of ten “dump cars” pulled by “the latest types of heavy locomotives.” A newspaper described the process, “Train, engines and all were put to work at once hauling dirt from the steam shovel, working southeast of town to the site of the yards.” At the yards, the soil was used to permanently flatten out the area of the tracks. As with the depot, itself, everything was progressing quickly.

The process continued into September. The location southeast of town, identified now as Saginaw, continued to supply dirt for the yards in trip after trip by the dump cars. The supplied dirt was then driven over by an engine leveler to flatten it further. The yards also demanded other sacrifices of the land, as a bluff just south of a North Main Street bridge was dynamited on a daily basis to make room for further yard space. By the 6th of September, the bluff was gone, as well numerous trees, shrubs, and odd pieces of trash, cleaned from the Bottom space between Main Street and the Kansas City Southern tracks. Thus, it was a surprise a few days later when at 8 AM on a Friday morning, the entirety of the carpentry crew, twenty-eight men in all, walked off the job.

The strike was in reaction to the failure of the contractors to hire union hod carriers. Hod carriers had the specific task of carrying supplies to bricklayers, plasterers, and other similar jobs around a construction site. Prior to the start of construction, an agreement, likely informal, had been made to use only union men on the building of the depot, itself. The carpenters, who had “quietly laid down their hammers and tools and quit the building,” were members of the Building Trades Council. Rumors were gossiped that the contractors intended to have an “open” shop at the depot site, the intention to hire non-union men, and therefore, avoid having to follow the regulations and rules that local unions demanded. The contractors, meanwhile, claimed that there were simply not enough union hod carriers available due to other construction efforts in Joplin.

A photograph of a hod carrier from the Library of Congress. These men played the important role of transporting required building materials to the craftsmen.

The head of the union’s local chapter, Albert H. Monteith, stated, “When the carpenters went to work on the depot it was their understanding that the whole job would be unionized…we went to work on this job a little over two weeks ago, well aware of the fact that some non-union labor was being used, but we were under the impression that our contentions would be met without delay and we would have as fellow workmen nothing but union men.” Monteith went on to add of the superintendent of the build, “[he] knew what action would take if he failed to take steps toward unionizing the whole job, and we gave him nearly three weeks in which to do his part, but when it became evident today that he would not recognize the union hod-carriers and other union building laborers, we quit.”

Monteith noted that union men were used at other construction sites of the Manhattan Construction Company, and if needed, they would undoubtedly strike in support of their Joplin brethren. The seriousness of the strike was great enough to stir rumors that the president of the company himself, President Looman, was on a train for Joplin to speak with the union men. If the president of the company visited Joplin, the papers failed to note his coming and going, but the strike did end approximately a week after it began. The resolution arrived when both parties came together and agreed that the conflict was in essence, a misunderstanding. The work reserved for union men would be reserved for union men, and the work done by non-union men would be done by non-union men. The clock was turned back pre-strike and all efforts once again pushed toward the completion of the depot.

A sense of urgency to complete the depot before the partnership of railroads laid the last of their tracks into the depot area became stronger as September came to a conclusion. An article published at the time looked ahead to its completion and touched upon its future beauty, “The architecture is of the mission style, and when completed the depot undoubtedly will be one of the handsomest, as well as one of the most unique structures of the kind in the country.” Flower beds and grass were to be noted improvements for the space between the depot and the nearest street. Its construction, reinforced concrete, the paper claimed, “is considered better building material than steel.” By the end of October it was hoped that the carpenters who had recently gone on strike would be at work on the interior.

The depot since it's construction has always had one apparent tower, featured here. It may be the two towers described were upon completion formed into one larger tower.

October was also a time of great focus on the innovative use of reinforced concrete. The work of building with the new material had been virtually completed in the basement, as well the exterior walls of the ground and second floors. 30 to 40 days, it was claimed, would be all it would take to finish the cement work at the depot. 40 days later, the focus was no longer on the cement, but two “massive towers” being erected above the depot. The work, described as, “exceedingly dangerous” involved the raising of huge frameworks of scaffolding to ensure success. The construction of the depot at that point in November 1910 involved the labor of over 300 men.

Work continued uninterrupted through November and December until bitter winter weather brought construction to a sudden halt in the first week of 1911. In addition to cold weather, that January brought the annual special edition from the Joplin News Herald, which took time to extoll the construction of the depot. “Erection of $90,000 Union Depot Transforms Topography of Dreary Sweep of Land in Kansas City Bottoms,” read the headline along with a copy of the architect’s rendering of the depot from the year before. In its braggadocio of the depot’s transformation, the article offers a glimpse of how Joplin saw the Kansas City Bottoms:

The architectural drawing of the Depot.

“Union Depot construction in Joplin has brought great change to the topographical appearance of a big acreage that for years was a dreary waste of abandoned mining gouges and slimy flat lands, the mire of the swamps growing rank with weeds and vines. One of the first steps in the grading of the union depot grounds, consisting of about 30 acres, was to change the course of Joplin Creek, an ill-smelling drainage channel, that twisted through the rank undergrowth, marking a zone of desolation through the very heart of the big tract which since has been filled in hundreds of thousands of cubic yards of earth and rock…”

“…Here, in the early days – and even later – twinkled the crimson lights of a mining camp’s tenderloin. For years and years this portion of the city was notorious, but with the coming of the union depot, every house, every shack – dilapidated on the exterior, but gorgeously furnished on the inside – every landmark that would remind one of the free and easy epoch of Joplin’s “North End” have been eradicated.”

The article also offered a description of the new area and what it meant to Joplin:

“Today the lower portion of the union depot grounds, where the station, the sheds, the turntable and the shops will be located, is as level as a checker board and as red as an orange, the fresh red clay, when viewed from a distance, resembling a soft velvet rug of mammoth dimensions. The ground slopes upward to Main street on the west and to Broadway on the south…”

“Joplin can hardly realize that the union depot is at last a reality. For years the city had dreamed of a union depot, but it seemed an endless period before the first spadeful of earth was turned. Since work started, however, progress has been swift and a big force of workmen has been employed steadily. The ring of the hammer has been constant.”

And finally, a full description of the depot’s beauty and attributes:

“ The station proper, which is of old Roman type, antedating the classic style, is constructed of plain and re-enforced concrete throughout, with oak finish. The floors are of concrete, with plain and Terrazo finish. The walls and roof are of concrete, the exterior being finished with white Portland cement, stippled, which produces a very pleasing effect.

The main part of the building is occupied by the general waiting room, women’s and men’s, waiting room and ticket office. The structure is two stories in height. The north wing provides express and baggage room, the south wing being occupied by dining room and lunch and kitchen. All modern equipment is to be installed, and the station is to be ready for use within a few weeks, although the completion of the train sheds, the round house, and other structures and equipment will require a much longer time.”

The future of the depot was bright in the first month of 1911 and the months ahead promised its completion. At the same time, Joplin continued its advancement as a city bursting with pride and progress.

Tune in for fifth and final installment of the history of the Joplin Union Depot in the near future!

The first view of the Union Depot which greeted the readers of the Joplin News Herald on March 1st

After the exciting publication of an architect’s drawing of the Union Depot on the first day of March, 1910, a debate may have erupted over the validity of the print. The News Heraldon the 28th of March, in one of the first updates on the depot since the beginning of the month, confirmed the accuracy with the arrival of the official plans and specifications to the city engineer’s office. The city engineer, J.B. Hodgdon, passed on the plans to several local contractor firms. It was the hope that a local firm would offer a satisfactory bid, such as Dieter and Wenzel, located in nearby Carthage and a company responsible for raising many of Joplin’s most well known buildings. Notably, the city planned to divide the construction process between building the depot structure and grading the land about the building. The land in question, the Kansas City Bottoms, located between Main Street and the Kansas City Southern tracks and between Joplin Creek and Broadway, was to be leveled.

Two days later, the papers announced the appointment of E.F. Cameron as the local attorney for the Joplin Union Depot. The announcement was accompanied by a firm statement that construction would start April 1. In the meanwhile, the parties behind the depot had finalized the acquisition of properties within the desired realm of the depot and exploratory drilling had been done to ensure that no abandoned mines or “drifts” threatened to destabilize the foundation of the future depot. Indeed, the drilling had discovered solid limestone on average fifteen to twenty feet below the surface, and in some cases, even closer. Already, some of the uneven parts of the Kansas City Bottoms had been filled by the railroads to allow future track to be on level with existing rails.

The site of the depot had once been the center of many mining attempts like the one above in the early days of Joplin, leaving many abandoned mines behind.

Six bids were submitted for the excavation, which required the removal of approximately 40,000 yards of dirt, and the Joplin firm Jennings & Jenkins was awarded the contract. “I will begin work,” declared W. F. Jenkins on Saturday, April 2, 1910, “with a full crew on the excavation on Monday.” Nine bids, two from Joplin area firms, were submitted for the construction of the depot structure. However, the selection of the firm was considered more important than excavation, and demanded a meeting of the chief engineers of the Missouri, Kansas & Texas, the Santa Fe, and the Missouri and Northern Arkansas, railroads. The architect, Louis Curtiss, available at the time of the bid announcement, promised that Joplin’s depot would be the most beautiful in construction, the most complete and convenient of any depot of the size in the United States. Indeed, Curtis noted, specifications called for “handsome interior furnishings and the most substantial exterior known.”

On the following Monday morning, a small force of men with three to four teams of horses arrived and began the work of excavation. The number of overall men expected to work varied from as little as fifty to four times that number, with as many four times the starting number of teams of horses. Afterward, it was reported that before rain brought an end to the day’s labor that fifty men with fifteen teams had been brought to bear against the earth.

The delay in selecting a contractor to build the depot structure was not critical, as all reports stated that such construction could not begin until the grading was complete. It was to be no small feat of work transforming the hilly area that offered a home to Joplin Creek into a suitable home for the new Joplin Depot. In contrast to the 40,000 yards of dirt discussed earlier, Jennings & Jenkins instead claimed they only had to remove 30,000 yards of soil. However, 135,000 yards of soil was required as fill, the present earth apparently being inappropriate for the task, and all of it to be hauled in by train.

The News Heraldsummarized the task ahead, “The hill along Broadway and Main street will be cut down and the dirt moved back onto the lower grounds. These hills will be cut down to a level of the grades of the streets and the fill along the Kansas City Southern railroad will be made on level with the tracks…The hill north of the Old Joplin creek bed will also be cut down and the dirt hauled into the low places.” Hills were not the only landmarks that needed cutting down, the paper referred almost in afterthought to, “Several buildings will have to be removed from the grounds during the next few days and a force of men will be set to work tearing them away and burning the rubbish.” The several buildings were actually homes to “persons who have occupied houses on the site for many years who repeatedly within the past month have been ordered to move.” No tolerance was given as the homes were to be destroyed as the excavation work approached them, not even “if the occupants have not sought other quarters.” The transformation of the Kansas City Bottoms was expected to take approximately two months.

Little of the old Kansas City Bottoms remains as it once was before the depot.

Only a few days after the start of the work, the excavators made a gruesome discovery three feet into the soil of the hill located along Broadway. The Daily Globe reported, “The bones found are crumbled with age, and, although apparently whole when unearthed, fall to pieces when picked up; Their sizes are thought too large for small animals and too small for horses or cows, or other of the larger domestic beasts.” Work came to a temporary stop as local residents were quizzed for knowledge of any remembered burials or graveyards. None were recalled. One such resident, who claimed to have prospected “all over the Kansas City Bottoms when a young man” had never heard of any burials.

The old prospector reminisced, “They might have been buried all right,” said he, “but it was not with the knowledge of the authorities or a permit from the coroner. There was a killing down here almost every day in them times, and I suppose they had to bury the victims some way.” The reporter of the Daily Globe noted that the majority of murders in the Bottoms were likely never reported, and the speculation that the excavators had discovered one unfortunate victim was very likely, an opinion shared by the Joplin police called to the scene. However, the contractors “scoffed” at the idea, most likely out of fear of losing workers who, “showed unmistakable signs of nervousness when the discovery was made…Several declared they would not work if they were convinced they were digging up bones of human beings.” Human remains or not, the excavation continued.

Another problem arose at approximately the same time as the excavators made their unpleasant discovery. Nine bids had been submitted for the contract to build the depot structure and to the consternation of the railroads involved, all were considered too high. The possibility of revising Curtiss’ design for the depot and re-opening the bidding process was proposed on April 8th. Five days later, the decision was made to do so and bidding was opened again until the 18th. The new bids were based on changes to the original design, contractor Fred Dieter reported, changes that “will not in any way effect the exterior nor the general plans for the building,” but rather consisted of, “a few substitutions in material.”

By the time the bidding process was closed, only six bids had been made, down three from the previous nine. A. F. Rust, the chief engineer for the Kansas City Southern, promised that the new bids all appeared to be a much more satisfactory in estimated costs. A week, the chief engineer promised, was as long as it would take for the winning bid to be selected. Nearly two weeks later, on April 30th, an authoritative source promised that the winning bid would be announced in two days, in part to coincide with a meeting of the chief engineers of the four railroads which backed the union depot company. By May 12th, James Edson, the president of the Kansas City Southern on a long distance telephone interview with a News Herald reporter, had to dismiss rumors that the depot was to be relocated to a 15th Street location. In the same call, Edson declared that a meeting of the board of directors of the Joplin Depot Company in the later half of May would choose the winning contract. Meanwhile, excavation continued with dynamite used to reduce a steep hill east of Main Street.
Finally, on June 5, a Sunday morning, it was announced that the Manhattan Construction Company of New York, with a branch office in Fort Smith, Arkansas, had been awarded the contract at an initial cost of $60,000. Construction would begin, stated a representative for the company, no later than June 15. The grading by the excavators was virtually completed, but the foundation of the building had not yet been begun. The two city papers offered slightly different reports on the design of the building, the Herald claimed, “The trimmings will probably be of Carthage stone, according to the original plans,” along with brick and concrete, and the Daily Globe in turn stated, “The contract calls for the erection of a modern building, of reinforced concrete construction.”

Six days later, Rust visited the site of the future depot and promised again that the depot would be completed by the end of the year. The chief engineer noted that already enough steel for four miles of track was at the site and that, “We intend to push operations as fast as possible,” and bragged, “only material of the highest grade will be put in the depot. The station will be built with a view of accommodating Joplin when it is considerable larger than it is now. In my opinion, and according to officers of the depot company, Joplin is one of the coming cities of the Southwest.”

By mid June, excavation work uncovered yet another discovery, zinc. Within a week of the find, nearly a ton of the ore had been sold at a price of $23 a ton. While the contractors considered applying the new found source of wealth toward the cost of construction, two men from the excavation crew were assigned to sort the soil. The quality of the ore was shortly considered rich enough that some of the men involved in its examination immediately organized a mining company, procured a lease to do the mining, and set upon the deposit. The vein was found to be only a few feet beneath the soil, at least seven feet in depth, and in lieu of building a processing plant, the miners hauled away the dirt in wagons to nearby plants for processing to separate the zinc from the soil, as well any lead. By August 4, the entrepreneurs had sold nearly $1,900 worth of lead and zinc, and were still at work at their enterprise.

A pile of processed "Jack" valued at $100,000.

The excavated area, located “near the heart of the old shallow diggings on Joplin creek” had once been the home of St. James hotel and also the “crimson lighted district.” Old settlers, ever present to discuss such events, recalled the days when “the valley sloping off to the northeast resembled a bee hive. Mines and miners were constantly working there. Before many years had elapsed the ground looked like an overgrown pepper box.” However, due to the presence of the hotel and other sordid activities, few thought to mine the area, or so the theory went. The News Herald quipped, “If the owners of the new property do not see fit to construct their new depot they can mine.”

“Grading of site is nearly completed,” announced the Daily Globe, on June 16. By the efforts of the excavators, the paper reported that “the hills to the north have been leveled, while many of the lower points have been filled and the surface rolled.” Though, it took another four weeks to complete, the impact on the local geography was significant. In addition to the annihilation of hills, the “surface of the ground has been lowered seven feet…in the higher places, and from that to two feet in the lowest parts.” For the low parts of the depot area, fill was used to raise the surface from two to four feet. Extreme summer heat, contractors claimed, was the culprit for the long delay in the completion of the excavation. The teams of excavators gone, the site absent of working men and horses, for a brief time was considered to possess an “absolute quiet.”

A visit to the site at the time would have revealed a number of temporary buildings built to house the materials needed to construct the depot. The gathering of which had been ongoing for weeks. Another significant addition, and alteration to the geography, was the culvert built to guide the waters of the Joplin creek under the Depot site. When completed, the culvert was expected to be 631 feet long and possess a 6 foot radius. Through it the creek named for the Methodist preacher, Harris Joplin, would eventually disappear from sight for a stretch of more than two football fields. Nor was it the only effort to divert water, as a “great double aqueduct” was also being put into place to convey a stream from Main Street , built of concrete, it was two tubes each four feet in diameter and two hundred yards long. When done, it was believed the aqueducts would be able to “convey a larger amount of water than has ever been seen in the little branch.” The exit point for the aqueducts was in the area of the Kansas City southern bridge.

Off the site, at approximately the same time as excavation work was concluding, the Kansas City Southern filed a mortgage for the value of $500,000. The mortgage was intended to secure the $500,000 in bonds that had previously been sold by the depot company to finance construction. Nor was the Kansas City Southern the only railroad company involved with large sums of money. The Missouri, Kansas & Texas, or Katy, Railroad was busy with the construction of a spur from its main line to reach the Depot at a cost of around $250,000. Much of the cost had to do with traversing hollows and areas dotted with old mines and sludge ponds, which demanded the construction of bridges or the use of fill to stabilize the ground. One such required bridge was to be located over Possum Hollow and would be a “22-panel pile trestle bridge” that would carry trains 47 feet above the floor of the ravine, and 30 feet above an existing bridge built by the Frisco Railroad. Along with its own expense in the cost of terminals at the depot, it was estimated the Katy would ultimately spend $500,000.

While the Katy Railroad continued its investment into the depot, another railroad decided to investigate the possibility of joining the enterprise, the Frisco Railroad. As covered earlier, the Frisco Railroad, through its interests in Joplin, had furiously attempted to stop passage of the union depot franchise by the city’s council. However, almost two years had passed since its failed attempt and faced with a desire to expand its freight capabilities by the cheapest means necessary, the Frisco opted to further investigate the matter. While the Frisco had a depot in Joplin, it believed that if it could direct its passenger traffic to the union depot, it could then enlarge its freight capabilities at the existing depot. Despite reportedly being on of the largest landowners in the city of Joplin, the Frisco was having trouble parting Ralph Muir from the property he owned at the corner of 6th and Main Street, which it felt was needed were it to expand its passenger area. The vice-president of the railroad, Carl Gray, promised a decision would be had in a couple weeks. Ultimately, however, the Frisco did end up building a new depot, after it did finally acquired the coveted 6th Street and Main property.

The depot the Frisco later went on to built, still standing on Main Street Joplin today.

Meanwhile, as work concluded on the main excavation, on July 24, 1910, the Joplin Daily Globe, noted in a small article, far from the headlines of the front page, that the Manhattan Construction Company “Will Start Erection of Depot Tomorrow.” Representatives of the company were to arrive on the 25th, along with a foreman, who’s task was to oversee approximately 25 men and the start of the foundation, which included the further excavation of fifty square feet for the new home of the depot’s heating apparatus. The depot itself was finally under construction.

In the fall of 1910, should one have passed through northwest Joplin in the area between Smelter Hill and Chitwood, they would have noticed a large encampment. At first glance one might assume it was a Gypsy caravan, but closer scrutiny would reveal that instead of wagons, the group was made up of railroad cars, including: three bunk cars, two dining cars, one kitchen car, one tool car, one office car, one private car, thirty dump cars, a seventy ton Bucyrus steam shovel, a grade spreader, and four drill rigs. It was described by a reporter as a, “moving city supplied with electric lights and city water.”

The Missouri-Kansas-Texas Railroad, commonly known as the “Katy,” was building a line through northwest Joplin. The Walsh-List-Gifford Construction Company of Davenport, Iowa, was responsible for the completion of the new line. The company had previously been engaged in Stillwater, Minnesota, after completing a railroad grading project. One hundred and twenty-five men were employed, most of whom were Belgians. They were required to work ten hours a day, seven days a week. Very few of the men had their wives with them, save for William M. List, who was head of the outfit.

List, described as a “heavy built young man of 34, with a world of power in his massive shoulders and fog-horn voice that thunders past the long lines of his faithful employees with an astonishing effect.” List yelled at his workers, “Here you —- —— —– lazy devils, get a move on; you’re too slow to catch a cold. Get busy there, damn you; don’t you go to loafing on me or I’ll take you to a cleaning!”

If Mrs. List had any objections to the way her husband talked to his work crew, the reporter did not notice. She traveled with her husband on his work assignments, although they had a home in Davenport, Iowa. The Lists were joined by John O’Callahan, superintendent; J.J. Hallett, engineer; and C.H. Swartz, stenographer. F.C Ringer of Parsons, Kansas, oversaw the operation of the steam shovel, F.R. Johnson served as trestle foreman, Leo Purcell was the official timekeeper, and D. Degal was dump foreman.

The crew was grading a three and one-fourth mile section of road that stretched into a wide curve from a point on the main line of the Katy to the new Union Depot. The reporter who visited the site remarked, “Although seven working days constitute a week’s toll, the laborers seem to like the steady grind. In the evening, they gather in groups and gossip, or visit the commissary car for tobacco or new toggery. Any needed work garment may be purchased at the camp.” Work took its toll as the reporter could see that more than one laborer was “wearing a bandage about his head or his hand.”

To carry out their work, workers had break the ground using power and dynamite. The drill rigs were used to bore holes into the roadbed to ensure the ground was soft enough. Some of the drill holes ranged from five to thirty feet deep in places. When the holes were finished, they were “squibbed,” which meant that light blasts of powder were placed in the holes to open up the ground even further. After setting off the light blasts, large kegs of black powder and entire cases of dynamite were placed into the holes and set off. After the ground was properly softened up, the seventy ton steam shovel was brought in to scoop up rocks and dirt at four scoops a minute. It was estimated that the steam shovel could remove 2,500 cubic yards of dirt in a day. The shovel would then dump the dirt and rocks into cars situated on a sidetrack built alongside what would become the main rail line. When the cars were filled, they were pushed by a locomotive to a spot where spots needed to be filled in with dirt. The spreader would then be brought in to smooth the dirt in place.

The crew estimated that the project would be completed by January, 1911. After that, their next assignment was unknown, but they could expect to travel anywhere from Maine to California.

Our first installment of a history of the Joplin Union Depot covered the contentious debate between those for and against a franchise agreement offered by the Joplin Union Depot Company. Now we return to Mayor Jesse Osborne’s approval of the franchise and the long wait between approval and the start of construction.

On October 26, 1908, Mayor Osborne signed the franchise agreement after the City Council passed it with nearly a unanimous vote. Osborne’s approval was definitely made more likely when City Engineer J.B. Hodgdon returned from a trip to Kansas City two days before with a contract signed by the president of the Kansas City Southern, J.A. Edson, promising to supply material for 324 feet of a viaduct. As the Joplin Daily Globe noted, a viaduct was “Joplin’s dream,” for it would connect East Joplin with West Joplin. Despite the union of the two towns of Murphysburg and Joplin into one town over thirty years before, there still existed a recognizable separation of the neighborhoods that lay on the west side of the Kansas City Bottoms and those which resided on the east side. The viaduct would help erase these separate identities. Thus, the assistance of the Kansas City Southern provided a great impetus for Osborne to sign the franchise agreement.

Guy Humes, later mayor of Joplin, but fierce opponent to the depot franchise passed by the City Council.

After the council had voted, but before Osborne had signed, the Joplin News Herald, one of the opponents to the franchise, went so far as to dedicate multiple columns to local attorney, Arthur E. Spencer, who claimed that the reaction of the Commercial Club (also an opponent to the franchise) was a reasonable one. Among the arguments Spencer relied upon was an existing franchise agreement which did not have such a contested “reasonable facilities” clause. (See our prior post for more information on that clause). For all the noise that the opponents of the franchise created, it was not enough.

“Every such accession makes for bigger values within the city of today, and makes for a bigger city of tomorrow,” stated Mayor Osborne upon signing the franchise. The signing occurred despite a planned mass rally by Clay Gregory, the secretary of the Commercial Club. The rally, reported the Globe, was called off when Gregory was chastised by two other members of the club. It was the end of the opposition to the depot franchise. What followed may be construed as a big wait.

This Joplin Globe article noted the exasperation that many felt with the opposition to the depot franchise, including that from the much maligned Clay Gregory, Secretary of the Commercial Club.

News of the Union Depot virtually fell out of the headlines of both Joplin newspapers until a front page headline nearly five months after Osborne’s approval of the franchise. “WILL BEGIN WORK UPON UNION DEPOT WITHIN 30 DAYS, DECLARES EDSON,” announced the Globe. The news came from Gilbert Barbee, a Democratic political power in Joplin, as well editor and owner of the Joplin Globe, who had traveled to Kansas City and claimed to have spoken with the Kansas City Southern president, Edson. The claim initiated a brief spat between the Globe and the News Herald, which immediately set out to prove its rival wrong.

An editorial, published in the Globe, on April 4, 1909, summed up the dispute, which involved the News Herald sending its city editor to Kansas City to find contrary evidence to the news brought by Barbee. The Globe then charged that the News Herald was and had remained opposed to the Union Depot for two damning reasons. The first, that the newspaper wanted to “get on the roll” of James Campbell, whom the Globe labeled Joplin’s largest landowner and perhaps, Missouri’s richest man (and a large shareholder of the St. Louis & San Francisco “Frisco” Railroad). Campbell had been labeled an opponent to the Union Depot project because he wanted to establish a new Frisco depot, which would be in competition with the other depot. The second charge was that the individual who controlled the News Herald, unnamed by the Globe, but perhaps P.E. Burton, was actually a resident of Springfield and purposely used the “evening paper” as a means to vocalize against any improvement to Joplin. More so then than today, Springfield and Joplin were rivals, each competing to become the larger metropolis in Southwest Missouri. It was not beyond the vitriol of either populace to accuse the other of undermining their interests.

For all that the Globe had knocked its competitor for trying to undermine its claim, construction of the actual depot was still very far off. However, preliminary work to prepare the Kansas City Bottoms was underway by late April. One of the tasks deemed essential to a successful construction was the taming of the branch of the Joplin Creek which ran back and forth along the Bottoms. The creek, one of the barriers that separated the east and west parts of the town, had a reputation for flooding the Bottoms after intense rains. A representative from the Kansas City Southern was assigned the task of getting the permission of those who owned land (not owned by the Union Depot company) upon which the creek ran to change its course. The plan was to straighten the creek along the bluff near Main Street. By the time the representative departed, permission had been secured. As a trip to the former Kansas City Bottoms today will attest, the plan was well carried out.

It was a belief, at least of the editors of the Joplin Globe, that Springfield actively sought to keep its rival Joplin from benefiting from any improvement which might make it more of a competitor.

The anticipation continued, however, as Joplin awaited news of the start of construction. In May, 1909, former Missouri governor, David R. Francis, an investor in the depot, along with other investors, visited Joplin. The former governor reassured the locals, and commented, “Plans for the depot are well in hand and arrangements are practically completed for work to begin soon.” News on the depot, however, was scarce until August, when it was announced that the Missouri, Kansas & Texas Railroad, also known as the “Katy,” had agreed to join the Union Depot company. This brought the number of railroads affiliated through the company to four: Kansas City Southern, Santa Fe, and Missouri & Northern Arkansas railroads, in addition to the Katy.

Additional news was the appropriation by the company of $200,000 for the construction of the station. The appropriation came as engineers from the Kansas City Southern, directed by William H. Bush, completed surveys of the depot and station site. The depot, Bush stated, was planned to be located near Broadway and Main, “situated 200 feet east of Main Street and the south line 150 feet north of Broadway.” When quizzed on the status of the depot, Bush confirmed that the plans and specifications were completed, as well the architectural plans drawn up. In a short time, assured Bush, the company would begin accepting bids from contractors. As part of the preparation process, the Kansas City Bottoms would be filled in to make a proper rail yard. As the engineer departed, it seemed that the building of the depot was not far behind. Indeed, not long after, on August 17, engineers from the Katy railroad arrived to survey a spur that would take their railroad to the future depot.

Despite the build up, developments of the depot again drifted out of the newspapers. In October, a fifth railroad, the Missouri Pacific railroad, expressed interest in joining the Union Depot company. Then, for the next three months, news about the depot, its impending construction, vanished from the headlines.

The citizens of Joplin, as the months passed, grew anxious for news about their expected Union Depot, as depicted in this Joplin Globe cartoon.

The silence broke on the first day of February, with the News Herald taking its turn to offer a reported start time from a traveler to Kansas City. The news came from a former Joplin resident, H.H. Haven, who passed on “reliable information” that work would begin soon. The paper, which noted the long wait by beginning its article, “After months of inactivity…,” brought forward the news that the cost of the depot construction had grown to anywhere from half a million to 700,000 dollars. The station, itself, the paper noted was still expected to be about $40,000. This figure was quickly upended by a report a few days later, based on information from the city engineer, Hodgdon, who was being tasked with overseeing the depot construction.

Hodgdon, in early February, was tasked with completing more survey work, specifically for the station itself. The reported plans he worked from described a station that at some points was three stories high. More incredibly, the estimated cost of the station had more than tripled to $150,000. In terms of immediate work, the city engineer expected that a great number of men would be hired to grade the Kansas City Bottoms, filling in places that needed filling in, and other places required lowing. A retaining wall was expected for the area near Main Street, as well. In all, Hodgdon explained to a News Herald reporter, “there remains a big amount of engineering work to be accomplished before actual work on the station can commence.”

“$750,000 OF UNION DEPOT BONDS ARE SOLD,” loudly announced the Daily Globe, on February 12. The bonds, issued at thirty-five years and 4.5% gold backed bond, had been sold to the George C. White, Jr. & Co., located in New York, as well the Pennsylvania Trust, Sate Deposit and Insurance Company. Of the $750,000, $500,000 was to be put to immediate use in the construction of the depot. The Globe also raised the figure for the station upward again to $280,000 and noted that plans for the station were complete. The paper described the station as such, “the building proper will be constructed from brick and that it will contain ample waiting rooms, adequate facilities for handling baggage, railroad and other offices.”

The signing of the depot franchise was considered a major victory for the administration of Mayor Jesse Osborne. Furthermore, it was viewed as victory for democracy. Note that Joplin here, unlike other political cartoons, is depicted as a miner.

Perhaps the most accurate timeline yet for depot construction was presented with the grading alone, which was to cost at least $50,000, to take at least eight months to complete. The magnitude of the grading problem was made evident with the expectation that in some places, depths of as much six feet would need to be filled in. Again, the overall cost of the depot was raised, now to an estimated million dollars. The actual station and train sheds were expected to be finished by January 1, 1911. While the million dollar price tag was impressive, the Connor Hotel, completed only a couple years earlier, had also a hefty expense. The metropolitan Joplinites were growing use to expensive additions to their city.

Valentine’s Day in Joplin brought confirmation from Kansas City Southern president, Edson, that the project was assured with the successful sale of bonds. Jesse Osborne, now former mayor (replaced ironically by the opposition councilman Guy Humes), declared, “The definite announcement that Joplin is to have the handsomest new union depot in the state in spite of the efforts of a narrow-minded faction to oppose the plan, marks an epoch in the history of this city.”

The day before, the Globe offered an editorial entitled, “Victory and Vindication.” The opinion piece began, “This Union Depot is a betterment of such big and splendid utility, and a project of such substantial promise in many ways, that the people have endured delay and disappointment in a cheerful spirit. Of the ultimate realization of the undertaking there has never been any honest doubt, though the influences which for political purposes, attempted to defeat the ordinance known as the Union Depot franchise have periodically striven to poison the public mind into thinking that this great public improvement was only a hazy, distant dream.”

The achievement of the union depot was seen as one of the top achievements by Joplin democracy, whereas the will of the people triumphed over the opposition of a well-funded minority opposition. It's presence was ranked with the Connor Hotel, the fantastic automotive fire department, and other improvements.

The piece was divided between praise for the reassurance brought by the sale of the bonds, and in typical inter-paper rivalry, prods at those who opposed the depot franchise, such as the News Herald. In an earlier piece, the Globe had noted of James Campbell, the Frisco owner, that it would support Campbell in any quest to build a new Frisco depot in Joplin (rumors of which were plenty). However, as victory was indeed within grasp, the paper took time to lambaste the current Frisco depot located at 6th Street in scathing terms, “One of the very prompt results of this Union Depot will be the passing of the imposition at Sixth street which the Frisco still presumes to call a depot. We have been told with the pathetic trembling of lips that grieved at the confession of helplessness, that the sodden, barbarous inadequacy at Sixth street was permitted to remain because the Frisco didn’t have the money to build a better depot.” More over, the Globe refused to accept “manifestly false absurdities,” and pointed to the millions spent by the railroad on its facilities in nearby Springfield. In the haze of victory, with no little forgiveness for those who opposed the depot, the newspaper helped voice the frustration of a city impatient to continue its climb to greatness.

Two days later, the man who had helped to personally usher the franchise which bore his name, John Scullin, arrived in Joplin. The agent of the Joplin Union Depot company recounted the delays which the company had encountered due to the opposition of what Scullin described as a “faction who handicapped the initial steps for the erection of a station.” None the less, Scullin acknowledged that wiser heads prevailed, and promised the station would be completed by January 1, 1911.

The first view of the Union Depot which greeted the readers of the Joplin News Herald on March 1st

On March 1, 1910, the people of Joplin were offered their first glimpse of their future union depot. Printed prominently across the top of the front page of the News Herald was an architect’s rendering of the front of the station. Kansas City Southern chief engineer, A.F. Rust, introduced the building, “Louis Curtiss of Kansas City is the architect of the depot and we believe he has done well. As you may notice, the middle section of the building is two stories high and on the second floor will be the offices. At the right will be the baggage and express offices, while the east end will be occupied by the restaurant.” Rust went on to add of the station, “The construction will be of concrete faced with stone. Title will play a prominent part in the interior decorations, the mission effect being carried out in a happy fashion. Entrance to the station from the rear will be from Main by a driveway that will circle at the back away from the trains.” Rust finished his appraisal of the station with yet one more proposed cost for the station at $75,000.

The city now knew what to dream of, when it waited in anticipation for construction to begin and for what it hoped to be a boastful addition to their home at the start of the next year. Between then and the station’s opening, a long road yet remained to be traveled.